Engine



Oct. 19, 1943- J. M. CALDWELL v ENGINE Filed March 16, 1942 3 Sheets-Sheet l III/II z-foszpy .M, CALDWELL,

A TTOP/VEYQ Oct. 19, 1943. J. M. CALDWELL 2,332,056

ENGINE Filed March 16, 1942 3 Sheetls-Sheet 2 A TTOE/VEY.

Oct 19, 1943.

J. M. CALDWELL ENGINE Filed March 16, 1942 3 Sheets-Sheet 3 Y P, 0 8 6 .9 2 g 5 5 m "M:

- INVENTO/Q.

ri s-EPA .41. CALDWELL,

A TTOE/VE'Y- Patented Oct. 19, 1943 UNITED STATES PATENT FFICE ENGINE Joseph M. Caldweii. Burbank, Application March 16, 1942. Serial No. 434,866

21 Claims.

My invention relates to internal combustion engines, and more particularly to a four-cycle, opposed piston, reciprocating sleeve type engine.

An object of my invention is to provide a simplified and more eflicient means of converting reciprocatory motion imparted by an explosive mixture into a rotary motion in a condition to do any work desired.

I am aware that there are a good many devices known to the art for translating an explosive reciprocatory motion into a working rotary motion. However, each of the particular types known to the art embodies serious disadvantages which are eliminated in my invention.

The internal combustion engines known to the art fall into three general classes, viz.: type of reciprocating member, valve means, and

- means for translating the reciprocatory motion into rotary motion.

The most common type of reciprocating member employed is a piston. Those engines employing reciprocating pistons and operating as fourcycle engines employ auxiliary valves. These valves may be either poppet or sleeve types. In either event, a complex system of timing gears, cams and push rods must be employed for the proper functioning of the motor. Such extra moving parts are a constant source of trouble and repair and an added burden and expense of manufacture. An object of my invention is to provide an internal combustion engine operating on a four-cycle principle employing a minimum of moving parts, and eliminating all auxiliary means for timing the valve openings, rendering it comparatively free from costly repairs and complexities of manufacture.

I am aware that there are internal combustion engines known to the art which have eliminated auxiliary valve mechanisms. However, so far as I am aware, there is no such engine which operates on the four-cycle principle, but are, so far as is known to me, two-cycle engines. The two-cycle engine embodies several disadvantages, the most serious of which is the fact that a substantial portion of the power stroke is lost in exhausting, scavenging and refilling the combustion chamber. A further object of my invention is to provide an internal combustion engine embodying the same simplicity of construction of a two-cycle engine and the advantages in operating efliciency of a four-cycle engine.

In the drawings:

Figure 1 is a side elevation in cross-section of an engine embodying my invention.

stroke.

Figure 7 is a similar view showing the sleeve at top center beginning the power stroke.

Figure 8 is a similar view showing the sleeve at bottom center beginning the exhaust stroke.

Figure 9 is a partial section similar to Figure 1 showing the sleeve at top center beginning the intake stroke.

Figure 10 is a similar view showing the sleeve at bottom center beginning the compression stroke.

Figure 11 is a similar view showing the sleeve at top center beginning the power stroke.

Figure 12 is a similar view showing the sleeve at bottom center beginning the exhaust stroke.

The standard means employed to translate reciprocatory motion into rotary motion comprises a crank shaft or cam throw and a rod connecting the reciprocating member to the crank or cam shaft. In such a construction the reciprocating member tends to Wear the cylinder walls into an elliptical shape necessitating costly repairs and resulting in loss of operating efiiciency.

I am aware that there are engines known to the art which eliminate such crank shafts and connecting rods by employing a cam race and cam follower to translate reciprocatory motion into rotary motion. However, so far as I am aware no such motor operates on a four-cycle principle.

A further object of my invention is to provide an internal combustion engine which combines the advantages contained in valveless, four-cycle,

cam-race engines and at the same time eliminating the disadvantages heretofore discussed.

A further object of my invention is to provide an internal combustion engine, which may be manufactured in separate units of two opposed combustion chambers. Such a construction makes for simplicity of manufacture and allows the interchange of units in event. repairs are necessary.

A further object of my invention is to provide a motor which may be manufactured in units and assembled in any number or design without having to redesign any part of the assembly.

Further objects and advantages of my invention will be apparent from a detailed description of it.

The embodiment of my invention illustrated comprises a housing I formed with a longitudinal cylindrical bore II, a reciprocating and rotating member I2 disposed within the bore II, a cam follower I3 mounted on one end of the re-v ciprocating member I2, a pair of stationary cams I4 and II disposed at one end of the housing It and defining a simple harmonic cam race I8, a stationary compression head I1 disposed within one end of the reciprocating member I2, a rotating compression head It disposed within the other end of the reciprocating member I2 and slidably connected to the cam follower I3, and means for employing the rotary motion of the head I3, illustrated here for the sake of convenience as a gear It.

The housing l0 comprises a cylinder block and a cylinder head 2I mounted on one end of the block 20. Openings 22 and 23 are cut through the side of the block 20 to provide exhaust and intake ports respectively. Exhaust port 22 and intake port 23 are illustrated as rectangular openings, and are shown as extending substantially the full length of the stroke of the reciprocating member I2. However, these ports may be of other shapes, such for example, as following the simple harmonic curves of the cam race IS, without departing from the spirit of my invention. The position and length of the exhaust port 22 and intake port 23 will be varied by the valve timing desired in the operation of the motor, as hereinafter explained. The cylinder block 20 is provided with cooling fins 24. It is obvious that a water jacket could be provided in place of the fins 24 to cool the motor without departing from the spirit of my invention, the method of cooling being a matter of choice and design.

The reciprocating member I2 comprises a cylindrical sleeve 25 and a diaphragm 26 dividing the sleeve 25 into combustion chambers 21 and 23. Openings 29 and 30 are cut through the wall of the sleeve 25 in chambers 21 and 28 respectively adjacent the diaphragm 26. During the operating of the motor, the reciprocating member I 2 rotates as it reciprocates causing the openings 23 and 30 to register with ports 22 and 23, thereby acting as valves for the exhaust port 22 and intake port 23. To one end of the sleeve 25; i. e., the upper end in Figure 1, is securely fastened by any suitable means, the cam follower I3.

The stationary combustion head I1 is disposed within one end of the sleeve 25. A plurality of compression rings 3| are disposed in grooves about the periphery of the head l1 toaid in sealing combustion chamber 21. The head I1 is securely held in place by means of a stud bolt 32 which buts against cylinder head 2I by shoulder 33 resting upon the cylinder head 2|, and a reduced portion of which stud bolt passes through a hole 34 in the cylinder head 2|. The stud bolt 32 is fastened to the cylinder head 2I by means of a nut 35, with a washer 38 preferably interposed. g

The head I1 is cooled by means of an oil spray 31, which spray 31 is supplied from any suitable source by means of a tube 38 and a hole 33 drilled through the stud bolt 32, which hole communicates with orifices 39a opening against an inverted frustoconical batile 33b.

The reciprocating motion of the sleeve 25 is cam follower I3 co-operating with the cam race I6. The cam follower I3 is slidably connected to a rotating member 40. This rotating member 40 comprises a yoke 4I rotatably mounted in a frame 42 by means of any suitable bearing 43 designed to absorba thrust. The yoke 4| comprises a head Ma, and projecting studs 4Ib. Cylindrical sleeves 44 enclose the studs of yoke 4| and are securely fastened thereto by means of pins 45.. A yoke 46 is threaded into the combustion head I 8 by a threaded boss 41. This yoke comprises a head 48a, and projecting studs 43b corresponding to the studs 4Ib. The studs oi said yoke 48 are enclosed by the opposite end of sleeves 44, and are held by means of pins 48. Cores 49 fill the space within the sleeves 44 between the studs 4Ib and 46b for the purpose of increasing strength and rigidity of the sleeve connections between the upper and lower yokes M and 43.

The gear I9, or other suitable means for employing the rotary motion of the assembly described as rotary member 40 is mounted on a stub shaft I9a of the yoke 4I seating against a shoulder 50 on the yoke being secured by a nut 5|. The gear should be either keyed to the stub shaft as at 52, or otherwise made rigid with the shaft.

The gear I9 meshes with a gear 53. Gear 53 is sweated or keyed to a jack shaft 54, which is mounted on the frame 42 by any suitable bearings 55.

It will readily be seen that any number of the above described combustion units may be employed in various combinations by means of a series of gears.

The cam follower I3 comprises a circular hoilow body 56 (Fig. 2) with cam journals 51 diametrically projecting from the periphery of the body 56. A pair of diametrically opposed brackets 58 extend inwardly from the inner surface of the body 56. Holes 59 are formed in the brackets 58 enclosing sleeves 44 of the rotating member 40 and providing a slide bearing relationship between the cam follower I3 and the rotating member 40. It is obvious that any type of spline fitting may be employed for mounting the cam follower I3 on the rotating member 40 in place of the parallel sleeves 44.

Further incidental details of the engine and further particulars of the relationship of certain parts will be described in connection with the operation of the engine.

The operation of my engine can best be understood by reference to Figures 4 to 12 inclusive. The reciprocating sleeve 25 and diaphragm 23 in cooperation with compression heads I1 and I8 form two opposed combustion chambers 21 and 28. Each of said combustion chambers is provided with spark plug cluster 60 and 334 located adjacent the cylinder heads I1 and II. One spark plug per combustion chamber will suflice, but two assure better operation.

I shall describe the four stroke operation of the combustion chamber 28 only, it being understood that the operation of combustion chamber 21 is substantially identical. In describing the operation of the engine I shall refer to the valve timing which I prefer, but it is understood that other valve timing may be employed for a specific function desired.

Figures 5 and 9 show the reciprocating sleeve 25 at top center at the beginning of the intake stroke. As hereinafter used the terms "top center and bottom center refer to the top and bottom of the simple harmonic curve defined by the cams I4 and I5 and the cam race I5 as illustrated in Figure 4. It will be noted from Figure 5 that the opening 30 in the sleeve 25 overlaps the exhaust port 22 and intake port 23, 5 of each port. I prefer to begin opening the intake port 23 at least 5 before top center a (Figure 4), and closing the exhaust port 22, 5 past top center a, the reason for this being that the natural inertia of the gas in the exhaust stroke will continue to carry the combusted gases from the chamber and result in a more efficient scavenging of the combustion chamber.

Figures 6 and 10 show the sleeve at bottom center at the end of the intake stroke and the beginning of the compression stroke with the cam follower I3 at position b (Figure 4). It will be noted that the opening 30 in sleeve 25 is still in cooperation with intake port 23 by 25. I prefer this valve timing for the reason that natural inertia of the gas coming into the combustion chamber will continue to fill the chamber even though the sleeve 25 is starting on the compression stroke.

As the sleeve 25 travels upward on the compression stroke, the cam follower I3 moves in the cam race from b (Figure 4) toward 0, thereby turning the sleeve 25 to a position where it registers with the spark plug cluster 65. This position is intermediate of the positions illustrated in Figures 6 and '7, and 10 and 11. The spark plug cluster 60 is so electrically timed that it will fire approximately 25 before top center 0, the reason for this being that since the spark plugs are on the side of the combustion chamber the flame front in the combusted gas will not be fully distributed throughout the combustion chamber until the sleeve has reached the top center cat which time full effect of the explosion will be felt and a more efficient operation of the motor will result.

Figures' 7 and 11 show the sleeve 25 at top center just beginning the power stroke. As the power stroke expands, cam follower l3 follows the cam race It to bottom center (1.

Figures 8 and 12 show the sleeve 25 at bottom center d at the beginning of the exhaust stroke. It will be noted in Figure 8 that the opening 30 in sleeve 25 is in cooperation with exhaust port 22 by 25. I have found that this valve timing results in a more efiicient scavenging of the combustion chamber without any substantial loss of power. As the sleeve 25 moves up on the exhaust stroke, cam follower l3 follows cam race I from bottom center (1 to top center a where the motor starts on the next four stroke operation.

The operation and valve timing of combustion chamber 21 is identical except that opening 29 in sleeve 25 is located 90 ahead or behind opening 30, depending on whether combustion chamber 21 fires before or after combustion chamber 28.

As previously explained, the reciprocating motion of the sleeve 25 is translated into rotary motion of the gear I9 by the agency of the sliding couple between the cam follower l3 and the rotating member 40.

so as to embrace any and all equivalent structures. i

What I consider to be the essence of my invention in the form illustrated is an internal combustion engine comprising a housing with a longitudinal cylindrical bore through said housing, a reciprocating sleeve disposed in said bore and divided into two compartments by a diaphragm, a compression head disposed within each end of said reciprocating sleeve, a cam follower mounted on one end of said reciprocating sleeve following -a stationary cam race defining a simple harmonic curve designed for fourstroke operation, the said cam follower being slidably coupled to one of the said compression heads for translating the reciprocatory motion of the sleeve into a rotary motion.

Power units of the character described may be employed singly, as for example in the manner illustrated in Figure 1, but are adaptable for assembly in various combinations. For example,

-in in-line engine, with either an odd or even number of power units may be laid horizontally within an airplane wing, or if the installation is otherwise, the power units may be mounted vertically parallel. Or a radial type engine may be assembled by utilizing pinions in place of the gear l9, and a ring gear. These and possibly instead of the double type illustrated, which would require some form of inertia lement such as a flywheel which could occupy the position of gear I9 or be otherwise located in the power takeoff assembly.

Certain features of my invention, such as the power conversion unit, may be employed in connection with steam engines, pumps, compressors and other devices where reciprocating motion must be converted into rotary motion, or vice versa. Thus, for example, the reciprocating member I2 may derive its movement from steam or compressed air, or other power source. Conversely, the rotating member 40 may be th driving element. and the reciprocating member I2 the driven element, in various modified forms of my power conversion assembly.

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

1. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said hous- Although I have herein shown and described a my invention in what I have conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of my invention, which is not to be limited to the details disclosed herein but is-to be accorded the full scope of the claims ing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, opposedcompression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers, whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means translating such reciprocal movement of said sleeve into'simultaneous rotary motion thereof, a coupling with said means for taking off the torque of said means, and a driving member associated with and for delivering the torque of said cam follower.

2. An internal combustion engine comprising: a housing havinga cylindrical bore, intake, ignition. and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said nousing, said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm circumferehtially spaced approximately 90 from center to center adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers, whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, and a coupling with said means for taking off the torque of said means.

3. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to a periodically register with the intake, ignition, and

exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means for translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, and a coupling with said means for takin ofl the torque of said means, said means comprising a stationary cam race formed by complementary cams, and a cam follower operating in said race and coupled with said sleeve.

4. An internal combustion engine comprising: a housing having a. cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said intake and exhaust ports extending substantially the length of the reciprocal stroke of the sleeve, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers, whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means for'translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, and a coupling with said means for taking off the torque of said means. said means comprising a stationary cam race, and a cam follower operating in said race and coupled with said sleeve.

5. An internal combustion engine comprising: a housing having a. cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, and said sleeve being formed with a diaphragm tion, and exhaust ports in the wall of said housmovement'of said sleeve into simultaneous rotary motion thereof, said means comprising a stationary cam race formed by circular complementary cams defining two cycles of a simple harmonic curve, a cam follower operating in said race and coupled with said sleeve, and a driving member associated with and delivering thetorque of said cam follower.

6. An internal combustion engine comprising: a housing having a cylindrical bore, intake, igniing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said intake and exhaust ports extending substantially the length of the reciprocal stroke of the sleeve, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chamber cause reciprocal movement of the sleeve, means for translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, said means comprising a stationary cam race formed by complementary cams, and a cam follower operating in said race and coupled with said sleeve, and a driving member associated with and delivering the torque of said cam follower.

7. An internal combustion engine comprising:

.- a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said intake and exhaust ports extending substantially the length of the reciprocal stroke of the sleeve, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of said sleeve, means for translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, said means comprising a stationary cam race formed by complementary cams defining a simple harmonic curve, and a cam follower operating in said race and coupled with said sleeve, and a driving member associated with and delivering the torque of said cam follower.

8. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said intake and exhaust ports adapted to communicate with the interior of said sleeve throughout substantially the length of the reciprocal stroke of the sleeve, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of said sleeve, means for translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, said mean comprising a stationary cam race formed by complementary cams defining two cycles of a simple harmonic curve, and a cam follower operating in said race and coupled with said sleeve, and a driving member associated with and delivering the torque of said cam follower.

9. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combust .en chambers cause reciprocal movement of the sleeve, means translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof comprising a circular stationary cam race, a cam follower operating in said race, and a connection between the sleeve and the cam follower where by longitudinal movement of said sleeve forces said cam follower to travel in said cam race.

10. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof comprising a circular stationary cam race, a cam follower operating in said 'race, and a connection between the sleeve and the cam follower whereby longitudinal movement of said sleeve forces said cam follower to travel in said cam race, and a coupling with said means for taking off the torque of said means.

11. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm and sleeve to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof comprising a circular stationary cam race, a cam follower operating in said' race, and a connection between the sleeve and the cam follower whereby longitudinal movement of said sleeve forces said cam follower to travel in said cam race, and a rotating member coupled to the cam follower for de-- livering the torque of the cam follower, said r o tating member and one of said compression heads being joined. a

12. An internal combustion engine comprising: a cylinder having peripherally spaced intake and exhaust ports therein, a sleeve rotatably and reciprocably mounted in said cylinder and having a partition intermediateits extremities and aperipherally spaced port on each side of said partition, axially spaced longitudinally stationary compression heads internally of said sleeve for providing opposed combustion chambers on opposite sides of the partition, ignition means for said chambers, and cam operated means for converting the reciprocal motion of the sleeve into unidirectional rotary motion for application to a rotatable driven element.

13. An internal combustion engine as characterised in claim 12 in which the ports of the sleeve cyclically open to the ports of the cylinder for effecting the intake of a combustible element and the exhaust of the products of combustion in different cycles of operation.

14. An internal combustion engine as characterized in claim 12 including: a unidirectional rotatable driven element, said cam operated means including a coupling between the sleeve and said driven element.

15. An internal combustion engine as characterized in claim 12, in which said intake and exhaust ports are of such form and extent that they may selectively register with the ports of said sleeve substantially throughout the strokes of the sleeve.

16. An internal combustion engine as characterized in claim 12 including: means for injecting a lubricant into said cylinder for lubricating the sleeve and said heads during the operation of the engine. v

17. An internal combustion engine as characterized in claim 12, in which the spacing of the ports on the cylinder and on the sleeve are such as to effect an overlapping of said ports, respectively, during certain cycles of operation, for insuring an adequate supply of a combustible element to the combustion chambers and the subsequent scavenging of the products of combustion therefrom.

18; An internal combustion engine comprising: a stationary housing having-a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and unidirectional rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, a compression'head within the sleeve and supported by the housing and cooperating with the diaphragm and sleeve to form a combustion chamber whereby explosion in the combustion chamber causes longitudinal movement of the sleeve, means translating such longitudinal movement of said sleeve into simultaneous unidirectional rotary motion thereof, and a driving ele ment coupled with said means for delivering the rotational torque of said means.

19. In an internal combustion: a stationary housina', a combustion operated rotatable reciprocating member in the housing, a relatively axial and stationary cam element operatively connected with the reciprocating member adapted to convert the reciprocating motion into unidirectional rotary motion of the reciprocating member, a driving element having its axis of rotation coincident with the longitudinal axis of the reciprocating member, and a coupling between said reciprocating member and said driving element for communicating continuous and corresponding rotation of the reciprocating membet to the driving element.

20. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and unidirectional rotational movement within the bore of said housing, said sleeve being formed with a diaphragm and having an opening adapted upon rotation of the sleeve to periodically register with the intake, ignition and exhaust ports, a compression head within the sleeve and supported by the housing and cooperating with the diaphragm and sleeve to form a combustion chamber whereby explosion in the combustion chamber causes longitudinal movement of the sleeve, means translating such longitudinal movement of said sleeve into simultaneous rotary motion thereof, and a driving element coupled with said means for taking oi! the torque of said means, said means comprising a stationary cam race and a cam follower operating in said race and coupled with said sleeve.

21. An internal combustion engine comprising: a housing having a cylindrical bore, intake, ignition, and exhaust ports in the wall of said housing, a sleeve mounted for reciprocal and rotational movement within the bore of said housing, and said sleeve being formed with a diaphragm and having an opening on each side of the diaphragm adapted upon rotation of the sleeve to periodically register with the intake, ignition, and exhaust ports, opposed compression heads within the sleeve and supported against reciprocal motion and cooperating with the diaphragm to form opposed combustion chambers whereby successive explosions in the combustion chambers cause reciprocal movement of the sleeve, means for translating such reciprocal movement of said sleeve into simultaneous rotary motion thereof, means comprising a stationary cam race, and a cam follower operating in said race and coupled with said sleeve, and a driving member associated with and delivering the torque of said cam follower.

JOSEPH M. CALDWELL. 

